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(No Model.\ 2 Sheets-Shet 1 E. W. SMITH.

APPARATUS FOR HEATING GARS AND EXTINGUISHING FIRES 0 RAILWAY TRAINS.

1 T0.A284,682. Patented Sept. 11, 1883.

WHJEESEE V (No Model.) I

. E. W. SMITH.

APPARATUS FOR HEATING CARS AND EXTINGUISHING FIRES 0N RAILWAY TRAINS.

No. 284,682. Petented Sept. 11, 1883.

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1- )NITED STATES PATENT Games.

ERASTUS XV. SMITH, OF NENV YORK, N.

APPARATUS FOR HEATING CARS AND EXTINGUISHING FIRES 0N RAILWAY-TRAINS.

SPECIFICATION forming part of Letters Patent No. 284,682, dated teptember 11, 1883,

Application filed April10,1882. (No model.)

To all whom it nzay concern.-

Be it known that I, ERASTUS W. SMITH, of New York city, in the State of New York, have invented certain new and useful Improvements Relating to Apparatus for Heating Cars and Extinguishing Fires on Railway- Trains, of which the following is a specification.

I have devised a fire-extinguishing apparatus arranged to serve during cold weather in warming the cars, and ready for instant application to extinguish fire on the train when such shall occur.

The following is a description of what I consider the best means of carrying out the in vention.

The accompanying drawings form a part of this specification. 1

Figure 1 is a side elevation of a portion of a train, a part of the side of a car being broken away to show the arrangement of my apparatus. The remaining figures are on a larger scale. Fig. 2 is a plan view representing the principal parts and connections. Fig. 3 is an end view from the right in Fig. 2. Fig. 4 is a longitudinal section through a portion 011 a larger scale than is shown in Fig. 1.

Similar letters of reference indicate like parts in all the figures.

A A are the bodies of the cars, which may be of any ordinary or suitable forms and styles,

mounted on running-gear in any approved manner. One end of the forward car, Aused in the main for baggage, express freight, or mailsis appropriated for my apparatus.

B is an upright boiler, havingliberal steamroom and a capacity for making steam rapidly when urged. Under ordinary conditions there should be a liberal quantity of fuel in a capacious furnace so choked by dampers and other means that the combustion of the fuel and the production of steam will be slow in comparison with thatwhich the boiler is capable of when urged.

O is a steam-pump.

D is a tank having provision for the discharge of steam through the roof. This tank D is connected by pipes E E 'and flexible hose with a system of pipes, E, connected by suitable couplings, and leading the entire length of the train and back. Such systems of pipes have been long known, and need not be particularly described, except inthe points to be hereinafter noted. Steam is led from the boiler to the steam-cylinder of the pump through the pipe I). The exhaust-steam is discharged from the pump 0 through a pipe, 0, which is branched, as indicated by c 0*, controlled by a'thrce-way cock, 0. This allows the exhaust steam to be discharged into the water of the tank I) and heat the same, or into the smoke-pipe of the boiler to quicken the fire.

G is a nozzle adapted for instantaneous connection, by any suitable coupling, (not represented,) with a hose-pipe, H, which is tightly woven of cotton, linen, hemp, or analogous material, containing preferably no rubber or other perishable substance. This hose is kept in a compact roll, or-on a reel close at hand, and, if desired, coupled to the nozzle G, ready for immediate use, when a controllingcock, G, is turned to provide an exit for the water through the nozzle G, and suitably-connected cocks J J 2 are turned to disconnect the pump from the system of pipes in the train.

In cold weather, under ordinary conditions, the tank D is kept nearly or quite filled with warm water, which is, by'the action of the pump 0, constantly circulated through the pipes E E The exhauststeam from the pump is projected through the pipe 0 into the tank, and, rising in small bubbles or otherwise through the water therein, keeps it to or near the boiliiigpoint. Any steam remaining uncondensed rises to the surface and escapes through the steam-discharge pipe D at the top.

The boiler B is made strong and adapted to endure a high pressure' I prefer to keep a strong pressure therein; but under ordinary circumstances the steam therefrom may be throttled or otherwise reduced, so as to urge the pump with only moderate force. All the pump has to do under these conditions is simply to maintain a moderately-active current of water through the pipes E E going out through E and returning through E to the tank again.

Railway-trains, or parts thereof, are liable to a great variety of accidents. A considerable class, including those which overturn or crush, are likely to set one or more of the cars on fire. My system of warming by hot water re-- lieves the train from the danger of fires due to stoves, and from a great portion of the whole of the danger due to steam-heating; but there is still a risk of fire, even when inflammable oil as illuminating material is discarded. On the occurrence of an accident the attendant should turn the three-way cock 0 so as to discharge the exhaust-steam up the chimney to quicken the fire, take down the hose H and run it out by one or-more assistants, and extend to the point where the water is wanted, close the connected stop-cocks J J and thus isolate the tank D from the circulating-pipes of the train and open the cock G, admitting the water from the pump to the hose. Then the throttle-valve or other means which control the steam is adjusted so as to run the pump-strongly and at a high velocity. The water thus impelled fills the hose H and'discharges with. force through the nozzle at its extremity, which should be directed as I circumstances may dictate to extinguish the fire. K is a coupling controlled by a cock, K, to which is applied a flexible hose, L, which is of suificient length to reach, by stretching over the tender or around it, to a suitablecoupling, M, on the locomotive, controlled by a cock, M. N is a coupling on the pump, controlled by a cock, N and O is a hose adapted to extend therefrom to a suitable coupling, P, controlled by a cock, P, on the tender. As soon as is practicable these connections are made, supplying steam from the locomotive-boiler to re-enforce that in the boiler B, and water from the tender to re-enforce that in the tank D. When these connections are complete, the pump may obviously be run with increasedpower, and furnish water for extinguishing fire in great force and for a long period. There will always be sufficient assistantsand leisure to restore the parts to their original compact condition when the crisis is past. If the accident is slight, the readjustment of a few cocks-and a little attention to the fire to moderate its heat will again set the pump moderately circulating hot water through the train,

and all will be right for another long period of working under ordinary conditions.

When it shall be required, in very cold weather, the connection L between the 1000- ;my hand, at New York city, this 7th day of 'March, 1882, in the presence of two subscribmotive and the boiler B may be kept in place, and the steam from the locomotive may be used to re-enforce that generated in the boiler B. Thus conditioned, the steam may be used with any required degree of liberality in driving the pump G and throwing all the exhaust boiling-point, notwithstanding its active circulation through the long series of connections in warming the train.

T indicates in dotted lines a connection from the boiler B into the tank, controlled by a suitable cock, T, which allows steam to be transferred from the boiler to the tank solely for warming purposes, independent of that employed for driving the pump.

Modifications may be made in the forms and proportions. Parts of the invention may be used without-the whole. I propose in some cases to make available the pipes E E which convey the hot water through the train, as means for leading water under the increased pressure required for fire-extinguishing. In such case I employ the additional cock R, closing the cock J but leaving open the cock 'J, and connecting the hose to the coupling R and opening the cock R, thus admitting the water thereto, under the energetic action of the pump, at a point nearer the point where it is to be used. This allows a shorter length of hose to serve. v

I claimas my invention- 1. In an apparatus for heating railroad-cars, and forextinguishing purposes in case of accident and fires, the combination of a watertank arranged contiguous to aboiler, and having pipes leading therefrom to the several cars of a train, a steam-pump operated by said boiler to compel a circulation through the pipes from and to the said tank, means for exhausting the steam from the pump into the tank, and means whereby the steam may be made available, either to circulate the water or to force water from the tank through suitable hose, for extinguishing fires, as set forth.

2. The combination, with a water-tank, D, and pipes E E forthe circulation of water therefrom, of a boiler, B, a steam-pump, O, operated thereby, and of cocks J J G, and pipes G b, arranged, as shown, so that steam from the boiler B, impelling the said pump, may

.be made available at will either to circulate water through the pipes E E, for warming purposes, or to force water from the" tank through a separate passage and connected hose'witha contracted nozzle, for the extinguishment of fires, as hereinspecified.

In testimony whereof I have hereunto set ing witnesses.

ERASTUS WV. SMITH. \Vitnesses:

ERAs'rUsN. SMITH,

JAMES PRIcE.

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